Fuel reclaiming device



Nev. 23, 1937. H. o. EWING FUEL RECLAIMING DEVICE Filed March 17, 1956 4Sheets-Sheet 1 Nov. 23, 1937. H. o. EWING FUEL RECLAIMING DEVICE FiledMarch 1'7, 1936 4 Sheets-Sheet 2 0 Pym m 0 o 7 0 1 W60 W 2 7 a W 3 w T jv w W l 4 aw a 5 WW Elmo/whoa H 0: zawpn Nov. 23, W37.

H. (3, EVE ENG FUEL RECLAIMING DEVICE Filed March 1'7, 1956 4Sheets-Sheeg 3 Nov. 23, 1937. H. o. EWING FUEL RECLAIMING DEVICE FiledMarch 17, 1936 4 Sheets$heet 4 Patented Nov. 23, 1937 UNITED STATESPATENT OFFICE.

Claims.

arranged to divert a portion of the carbon-laden I exhaust gases and mixthem with air and pass them through water so that the desiredproportions of hydrogen and oxygen are added or mixed with the divertedexhaust gases, and finally raising the temperature of these mixed gasesto produce a highly combustible dry gas which 1 is supplied to theintake manifold of the internal combustion engine. 4

It is also an object of this invention to provide a fuel reclaimingattachment, for internal combustion engines, embodying means forconveniently supporting or housing a body of water or other suitablefluid through which carbonladen exhaust gases are filtered andhumidified,

and means for controlling the temperature of a portion of the water bodyin order to increase the eificiency of the attachment.

A further object of this invention is the provision of a fuel reclaimingattachment, for liquid hydrocarbon fuel internal combustion engines,embodying means for diverting a portion of the exhaust gases andtreating such gases to render them combustible, and supplying thecombustible gases to the engine fuel intake manifold and automaticallycontrolling the quantity of fuel I supplied to the engine commensuratewith the requirements as determined by the engine's load I or operatingspeed. v

It is also an object of this invention to provide for liquid hydrocarbonfuel internal com-- .bustion engines a fuel reclaiming device of gen 55may, be made within the scope of the claims without departing fromthespirit or sacrificing any advantages of the invention.

For a complete disclosure of the invention a detailed description of animproved fuel reclaiming device will now be given in connection with 5the accompanying drawings, forming a part of the specification, wherein,

Figure 1 is a diagrammatic elevation showing the fuel reclaiming deviceas applied to an in-' ternal combustion engine, portions of the engine10 being fragmentally illustrated;

Figure 2 is an enlarged vertical longitudinal sectional view takenthrough the fluid tank or receptacle;

Figure 3 is a vertical transverse sectional View 15 taken on the line3-3 of Figure 2, parts being shown in elevation;

Figure 4 is a vertical transverse sectional view taken on the line 46 ofFigure 2;

Figure 5 is a fragmental sectional view, parts' 20 appearing inelevation, depicting the control valve as applied to the intake manifoldof an internal combustion engine;

Figure 6 is a vertical transverse sectional view taken on the line 66 ofFigure 5; 25

Figure '7 is a horizontal sectional view taken on the line l-'l ofFigure 5;

Figure Bis a'detailed sectional View, parts ap-, pearing in elevation,depicting the fuel inlet ports of the control valve; 30

Figure 9 is a fragmental perspective view depicting the cylindricalvalve and its controllin ports;

Figure 10 is a longitudinal sectional view taken through an air inlet orcontrol valve; 35

Figure. 11 is a fragmental elevational view,

parts appearing in section, showing a modified Figure 16 isalongitudinal sectional view, parts appearing in elevation, showing afuel heating coil positioned in the exhaust line of an internalcombustion engine;

Figure 17.is a diagrammatic elevation showing I a modified fuelvreclaiming device as applied'to an internal combustion engine, portionsof the engine being fragmentally illustrated;

Figure 18 is a vertical detailed sectional view taken on the line l6-l6of Figure 17;

Figure 19 is a transverse detailed sectional view taken on the line l9l9 of Figure 18;

Figure 20 is a fragmental vertical sectional view depicting a modifiedmoistening or humidifying device;

Figure 21 is a vertical sectional view taken on the line 2I2l of Figure20; and

Figure 22. is a similar vertical sectional view taken through amodifiedmoistening or humidifying device. Y

Figure 23 isia longitudinal sectional view taken through a preferredfuel heating jacket surrounding the engine exhaust manifold.

Referring to the drawings in which similar reference charactersdesignate corresponding parts, there is depicted an internal combustionengine 26 of the conventional liquid hydrocarbon fuel type whichreceives its fuel supply or charges through an intake manifold 2i from aconventional carburetor 22, and the exhaust gases are' directed awayfrom the engine by an exhaust manifold 23 and an exhaust conduit or line25.

In order to effect marked economies in the operation of liquidhydrocarbon or other carbon fuel internal combustion engines, applicanthas provided means for diverting a portion of the exhaust gases,reclaiming them, and feeding the suitable water-resisting andheat-insulating material 32 interposed between these spaced partitionsto form a composite insulated wall or partition. Small apertures 33 areformed in the partitions 21 and 3i at: their bottom portion, in orderthat fluid communication may be established in the compartments definedby these partitions,-for reasons to be hereinafter disclosed.

Relatively large compartments 35 are provided in the tank or receptacle26 between partitions 21 and 3|, and a small compartment 36 is providedin this tank between the double walled insulating partition 3| and theend wall 31 of the tank, and the small compartment 36 communicates witha valve controlled mixing chamber 36 through an interposed conduitor'pipe 46, for

scatter the'exhaust gases that pass t rough the conduit 46 into thesmall compartment 36. The

- mixing chamber 36 forms part of a valve casing in which a poppet valve42 is operably positioned 36 and a port or chamber 46 whichcommunicates-- ,with the engine exhaust manifold 23 through aninterposed pipe or conduit 46. An outlet pipe 'or conduit 41communicates with the chamber 45 and with the exhaust manifold 23, ordirectly to the atmosphere, as -best suitsthe conditions to acoaeoa bemet in the operation of this device, as wiil be hereinafter more .fullyexplained. The poppet valve 42 is provided with a valve stem 46 which isslidably supported in a bearing sleeve or bracket 50 carried by thevalve housing, and the valve 42 is normally biased orconstrained-towards closed position against its valve seat 43 by ahelical spring-| positioned on the valve stem 46 and held in operableposition by suitable nuts 52. An air inlet valve. 53, similar inconstruction and arrangement to the valve 42, is operably supported bythe valve casing and is normally constrained in closed position againstits valve seat 56 by a helical spring 56. The valve 53 is operablyinterposed between the mixing chamber 36 and an air inlet port orchamber 51, which, in turn, com-- municates with a cold air inlet pipeor conduit 56 and a heated air pipe or conduit 66. The .cold air conduit56 may terminate at any convenientpoint for the admission of the coldair, or, if desired, this conduit may have a composite air controldevice 6| secured to its terminal, as shown in Figures 3 and of thedrawings. This device comprises a valve casing 62 having a port 63formed therein which is controlled by a relatively large valve 65.

order to operably support the small valve 61, it is operation will bemore fully disclosed hereinafter;

Any preferred means may be employed for heating the air which isconveyed to the mixing chamber 38 through the conduit 66, and apreferred,

means for heating the air is diagrammatically shown in Figure 1, inwhich the conduit or pipe 66 communicates with a heating coil 16 whichhas its convolutions positioned around the exhaust manifold 23, and itsouter terminal may terminate at any convenient point for the admissionof air therein, or, if desired, its outer terminal may be provided'witha composite air control device 6|,

the detailed construction of which has been hereinbefore disclosed. Thecylindrical tank 26 has a semi-cylindrical drying chamber 11 secured toor formed in the top thereof and it is coextensive therewith, andcommunication is established between the compartments 35'and 36 ofthe'tank 26 and the drying chamber 11 through apertures '16,

formed in the upper portion of the wall of the tank 26. Communication isestablished between the'drying chamber 11 and the intake manifold 2| ofthe engine through interposed instrumentalities which include 'a conduitor pipe 66 con.- nected with the upper'portion of thesemi-cylindricalheating chamber 11 and extends through the engineexhaust manifold 23 to a fuel charge proportioning device 6|. Theproportioning device 6| includes a housing having a valve casing 62 inwhich a cylindrical chamber 63 is formed,-

cylindrical valve 85 and the cored cavity formed within the valve casing82. Communication is established between the valve conduit 86 and thecylindrical chamber 83 of the valve through cooperating ports 81 and 88formed in the valve casing 82 and the rotatable cylindrical valve 85 vrespectively. The ports 81 formed in the valve casing 82 are preferablyrectangular in configuration, as shown in Figures 5, '7 and 8, and theports 88, formed in the cylindrical valve 85, are substantiallyrectangular in configuration, but

these ports are laterally enlarged at one terminal,

best shown in Figure 7, and it is secured thereto by bolts or othersuitable securing devices 29. A circular chamber 92 is cored orotherwise formed in the gasket 9| and communicates with the cylindricalvalve conduit 86, as best shown in Figure 7, and it also communicateswith the engine intake manifold 2| through a plurality of apertures 93formed in a circular inner wall 95 of the gasket 9|. The cylindricalvalve is mounted for rotation in the valve casing 82 and is held againstoutward or longitudinal movement by a retaining ring or collar 96suitably secured to the valve casing 82, and an arm 91 is rigidlysecured to the valve 85 by a screw or other suitablese'curing means 98.I

In operation, the intake stroke of the engine pistons producessubatmospheric pressure in the engine cylinders and intake manifold 2|,thus drawing in a new fuel charge from the carburetor 22, in conformitywith the usual practice. Inasmuch as the pressure of the engine intakemanifold is communicated through the 'manifold 23 through the inletconduit 46, valve chamber 45, and past the valve 42. The remainder ofthe exhaust'gases which pass through the conduit 46 continue to passthrough the chamber 45, outlet conduit 41, back to the exhaust line, ordirectly to the atmosphere, if pre-' ferred. By this arrangement, hotexhaust gases are continuously passing through the valve chamber'45,thus heating the chamber 45, valve 42 and also imparting heat to themixing chamber 38. The intake vacuum-producing impulses of the enginewhich open the valve 42 also open the valve 53 and draw into the mixingchamber 38 a quantity of air through the cold air conduit 58, hot airconduit 60 and air inlet chamber 51. Air of any desired temperature maybe supplied to the air inlet port or chamber 51 by simply manipulatingthe. butterfly valves 59 and 59a operably positioned in the cold airconduits 58 and hot air conduit 68 respectively. The

butterfly valves 59 and 59a. are operably 'congiving accurate controlover the proportions of hot or cold air that is'supplied tothe' mixingchamber 38 pastthe valve 53. This air mixes in the mixing chamber 38with the diverted ex- 8 haust gases, and the combined hot divertedexhaust gases and air are drawn downwardly through the conduit 48 intothe water compartment 36, and then upwardly past the screen II andthrough the water in the chamber 36. the combined air and carbon-ladendiverted exhaust gases pass through the water in the chamber 36 they\are filtered of impurities and also sufficiently humidified. From thecompartment 36, the diverted exhaust gases and air pass through theapertures 18 above the compartment 36 through the'drying chamber 11,past the baflle 19 and through the conduit 80. By providing the doublewall partition 3| between the relatively small'compartment 36 and thefirst large compartment 35, the greater portion of the heat which isliberated from the diverted exhaust gases, as they pass through thewater in the compartment 36, is confined to this compartment, therebymaintaining the Water thereinat relatively high temperature. Thisarrangement has been found to be especially advantageous incold weather,because, at low temperatures, the diverted exhaust gases do not impartsuiiicient heat to properly heat the water in the small compart- .ment36 and the remaining large compartments 35, but it does provide ampleheat to maintain water in the small compartment 36 at the desiredtemperature. If the temperature of the water in the compartment 36 isallowed to drop too low, the carbon particles of the diverted exhaustgases tend to, condense or solidify and gravitate to the bottom of thecompartment, whereas, if the water is heated to sufiicient temperature,all of the combustible ingredients of the diverted exhaust gases andcomponents are conveyed upwardly through the, small ,compartment andfinally supplied to the engine as a fuel charge. Although thecompartments 35 and 36 are separated by partitions 21 and 3| sufiicientcommunication is established between these compartments through theapertures 33 to maintain a common water level in all the compartments.-As the diverted exhaust gases pass through the drying chamber 11 andimpinge the bafiles 19, any excess water that may be present in thegases is liberated and drains back into the compartments 35 and 36,through the apertures 18 thereabove. The aerated and humidified divertedexhaust gases in passing through the conduit 8|] are heated, because aportion of the conduit 89 passes through the exhaust manifold, as shownin Figure 1, thusproducing a dry, volatile and combustible gas which isfed into the intake manifold 2| through'the conduit 80, valve ports 81and 88, valve conduit 86, circular chamber 92, apertures 93, where itmixes with the incoming new fuel charge from the carburetor 22 toprovide an economical fuel charge for the engine. The quantity ofreclaimed fuel admitted to the valve 82 is controlled by movement of thearm 91, thus causing the ports 81 and 88 to move relative to each other,thereby providing inlet aperture of varying dimensions. When the engineis idling only a small quantity of fuel is required, therefore, the port88 formed in the valve 85 is laterally enlarged, as indicated at 96, sothat only a small portion of the port 88 overlaps the port 81 when thevalve is moved 'to idling adare diverted and reclaimed, and thendirected back into the engine intake manifold, together with a correctlyproportionedquantity of new fuel to produce an economical fuel charge.In Figure 11 a modified fuel control valve is depicted, which includes avalve casing I hav- -in g a cylindrical bcreror chamber I01 formedtherein for the sliding reception of a piston I0-I. This piston isoperably connected with the conventional throttle control arm I02throughan interposed rod I03 and connecting link I04. The link I04, inturn, is pivotally connected with a control rod or wire I05, asindicated at I06, and" the control rod I 03 may extend to any convenientpoint of manipulation or operation to open and close the engine intakemanifold throttle in conformity with the usual practice. The reclaimedexhaust gases are conveyed into the valve chamber I01 by the pipe orconduit 30a,

and the wall of the valve chamber I01 is perforated to provide aplurality of ports I03 which extend from the valve chamber I01 toanoutlet chamber I03 formed in the valve casing. A bypass port IIOcommunicates with the valve 25, chamber I01 and outlet chamber I00, andthis port is controlled by a valve III. The reclaimed exhaust gases areconveyed from the outlet. chamber I03 through a pipe or' conduit 30b tothe engine intake manifold, and, inasmuch as the connections between theconduit 30b and the engine intake manifold may be made in any known orpreferred manner it is not here illustrated.

As the throttle arm I02is moved to open and close the engine throttle,not shown, the movement of the arm I02 slides the piston IOI back andforth in the valve chamber I01, thus opening one or more of the portsI03, in accordancewith the degree of movement imparted to the pistonIIII. As the arm I02 is moved to open the engine throttle, the pistonIOI uncovers additional ports I03, so that a greater quantity-ofreclaimed exhaust gases may feed through the conduit 30a, valve chamberI31, ports I 08, out- 46 let chamber I03 and conduit 30b, to the engineintake manifold. When the throttle is adjusted for idling or no loadoperating condition of the engine, all of the ports I03 are closed bythe piston III, but a small quantity of reclaimed fuel is fed throughthe by-pass port III, and the correct quantity of such fuel may bedetermined by manipulating the valve 'I I I.

In Figure 12 another modified reclaimed fuel control valve is depicted,and thisvalve includes a valve casing I I2 having a circular diaphragmII3 positioned therein, and .this diaphragm is secured to a valve stemIII by nuts or other suitable securing devices Ill. The valve stem II isslidably mounted in-a sleeve 1 carried by the valve casing I I 2, andthe lower terminal of this stem III is provided with a valve head II3adapted to cooperate with a frusto-conical valve seat I23 provided inthe valve chamber I2I forming a part of the valve casing III. A helicalextension spring I22 surrounds the valve stem J I! and its guide sleeveii l and the outer-terminai of the spring I22 engages a collar I23suitably secured to the valve stem, while the inner ter minal of thespring engages the valve casing, thereby tending to force the valve I I3outwardly away from the seat I20. .A bellcrank I25 is pivotally secure:to a bracket I23 carried by the valve casing lflfas indicated at I21,'and the lower terminal of the bellcrank I2! is pointed to 75 provide anindex or indicating finger I23 arranged to move in relation to a scaleI30 to visually indicate the position of the valve II3 relative to itsseat I20. The reclaimed fuel control valve is preferably positionedbetween the fuel mixing, humidifying and drying tank 26 and the engineintake manifold, and the pipe 30c leads from the tank 26 to the valvechamber I 2i and a pipe or conduit 80d leads from the valve cham-' berI2I to the engine intake manifold. Inasmuch as'the diaphragm I I3communicates with the valve chamber I2I, the pressure within the engineintake manifold is communicated with the 'valve chamber I2,I to controlthe movement of the diaphragm and the ,position of the valve IIIrelative to its seat I20. When the pressure within the engine intakemanifold is reduced, the diaphragm H3 is drawn inwardly against thetension of the spring I22, thus moving the valve II3 towards its seat Ito reduce the quantity of reclaimed fuel gas passing through the valvechamber I2I into the engine intake manifold. As the pressure within theengine is increased towards atmospheric pressure, the spring I22 movesthe diaphragm I I3 upwardly away from the valve chamber I2I, therebymoving the valve I I3 away from its seat I 20 to permit a greaterquantity of reclaimed fuel to pass throughthe valve chamber HI and intothe engine intake manifold.

In Figure 13 a further modified reclaimed fuel control device isdepicted, and this device includes a cylindrical valve casing "I havinga piston I32 slidably mounted therein. A chamber I33 is positioned atthesidevof one terminal of the cylindrical valve casing I3I andcommunicates with the interior of the valve casing through a series ofspaced ports or apertures I34. A relatively large port I33 is formedin-the wall of the valve casing I3I and communicates the interior 'ofthis valve casing with a chamber I36, for reasons to be hereinafterdisclosed. This improved reclaimed fuel control valve is positionedbetween the mixing tank 26 and the engine intake mani' fold, andcommunication is established between I the chamber I33 and the tank 26through an interposed pipe or conduit 80c, and communication isestablished between the chamber I33 and the intake manifold of theengine through an interposed pipe or conduit When the engine isrunningat idling speed, the relatively small fuel charges do' not .exp'andthroughout the entire explosion-strokes of the engine, consequentlyproducing subatmospheric pressure within the engine cylinders and theintake manifold. This pressure is'communicated to the interior of thevalve casing I3I, thereby drawing the piston I32 inwardly against theten- .sion of a spring I 3'|. As the piston moves inwardly it covers theports I34, and, when it reaches its innermost position, its motion islimited by a stop lug I33. In this position the innermost port 134astill remains open so that a small quantity of fuel may be fed throughthe conduit 30c, chamber. I33,'port I34a, through the interior of thevalve casing, port I33, chamber I 36, and conduit III to the intakemanifold of the engine. As the fuel charge is increased the pressurewithin the engine cylinders and intake manifold "rises'? towardsatmospheric pressure, thus permitting the spring I31 to withdraw thepiston I32,'the'reby uncovering additional ports I34 to admit a,largercharge of reclaimed fuel into the internal combustion engine intakemanifold to meet crating requirements of the engine.

In "Figures 14 and 15 a modified reclaimed fuel the op- I casing I 40having a cylindrical drying chamber I, and communication is establishedbetween the interior of the drying chamber HI and the interior of thecylindrical casing I through apertures or ports I 42 formed at theopposed ends ,of these members. "obliquely disposed partitions 'orplates ii are positioned within the casing I40,

and one plate I43 is preferably positioned adja cent/each end of thecasing I40. A portion'of "tl'ie engines exhaust gases are diverted, ashereinbefore disclosed, and conveyed through a conduit' I45 into a smallcylindrical equalizing chamber I46 having an aperture I41 formedtherein, preferably of the same diameter as the interiorof the conduitI45, for reasons to be hereinafterset forth. The diverted exhaust gasesare conveyed from the equalizing chamber I46 through a vertical conduitthrough the water body in the casing or tank I40 and then through ahorizontally-disposed conduit I50 extending longitudinally through thebottom portion of the tank or casing I40. The,

horizontally-disposed conduit I50 is provided with perforations I5Ithrough which the diverted exhaust gases escape and then pass upwardlythrough the body of water in the tank or casing I40 between the.obliquely disposed partitions I43. The diverted exhaust gases are drawnupwardly through the body of water in the tank or casing I40 by theaction of the engine pistons during the operation of the engine, and thesubatmospheric pressure within the cylinders and intake manifold iscommunicated to the drying chamber I through a conduit 80g, therebycausing the diverted exhaust gases to pass upwardly from the conduit I50through the body of water then through apertures I52 formed in the upperportion of the oblique partitions I43 above the water level, aroundthe-vertical bailles I53, through the ports I42 intoAihe drying chamberI M, and pastobliquely disposed baflies I54, where excess moisture isliberated from the diverted exhaust gases,

and finally out through the conduit 80g to. the engine intake manifold.As the diverted exhaust gases are drawn through the equalizing chamberI46, a quantity of air is drawn through the aperture I41 and is conveyeddownwardly through the body of water by the conduit I48 and is finallyliberated into the water by ,the perforations I5I. Inasmuch as theaperture I41 is of predetermined proportion relative to the interiorcross section of the conduit I45, a correctly proportioned quantity ofair and exhaust gases are drawn into the equalizing chamber I46 and downthrough the conduit I48. A second h0rizontally sitioned parallel to andspaced from the hori zontally-disposed conduit E50. The horizontalconduit I55 communicates with a second equalizing chamber I56 through aninterposed vertical conduit I51, as best shown in Figure 15. Theequalizing chamber I56 is provided with air inlet apertures I58, and, asthe diverted exhaust gases are drawn upwardly through the body of waterin the tank or casing I40 by the action of the internal combustionengine producing subatmospheric pressure in the engine cylinder andintake manifold, this action also draws a quantity of air through theapertures I56, vertical conduit I51, horizontal conduit I55, and thenthrough apertures I59 formed therein, through the body of water andalong the paths of travel,

I48 which extends downwardly taken by the diverted exhaust gases, ashereinbefore explained. The passing of the diverted exhaust gases andthis air supply through the body of water and through the drying chamberproduces an, aerated and humidified combustible 6 gas which is fed tothe internal combustion engine, as hereinbefore disclosed.

In Figure 16 modified means for heating the reclaimed exhaust gases isillustrated, and this means includes a metallic casing I60 in which 10 ahelical coil I 6| is positioned, and one terminal of'this coilcommunicates with'the reclaimed fuel mixing, humidifying and dryingreceptacle through an interposed conduit 80h, and the op posed terminalof the coil communicates with the i6 intake manifold of the internalcombustion engine through an interposed conduit 80:. The coil casing I60is positioned in the exhaust'line of an internal combustion engine byany preferred means, and in the present instance, the opposed 20terminals of the casing are threaded, as indicated at I62, for threadedengagement with the threaded terminals of exhaust pipes I63 positionedin the usual exhaust line. The reclaimed gases after being properlymixed with, the de- 25 sired quantities of hydrogen and oxygen from theair and water are then passed through the coil I6I, where they areheated to produce a dry combustible' gas, and finally conveyed to theintake manifold of the internal combustion engine, as hereinbeforedisclosed.

In Figures 17, 18 and 19, a preferred form of my invention is depicted,and this form includes the hereinbefore disclosed water tank orreceptacle 26, to which the diverted exhaust gases are 35 conveyed fromthe exhaust manifold through a conduit I64, which is bifurcated todefine arcuate branches I65 and I66 extending from the conduit I64around the water tank or receptacle 26, as best shown in Figure 18. Asthe gases flow from .40 the conduit I64 past its point of bifurcationI11,

2. portion of them are directed into the arcuate branch I65 and aportion directed through a nozzle or restricted tube I61, and then intothe arcuate conduit I66. A frusto conical mixing A5 chamber I68surrounds the nozzle I61, and this chamber is provided with spaced airinlet apertures I10, best shown in Figures 18 and 19, and

a valve sleeve "I is rotatably mounted on the outer wall of the frustoconical mixing chamber 50 I68, and this valve sleeve is provided withspaced I apertures I12 to cooperate with the spaced apertures I10 toadmit the desired quantity of air into the chamber I68 and the arcuatebranch' I66 of the conduit. A conduit I13 extends down- 65 wardly fromthe conduit I 66 through the tank or receptacle 26, similar to thearrangement of the conduit 40, disclosed in Figure 2. The arcuatebranches I65 and I66 defined by the bifurcations of the conduit I64 arereunited at the 60 point indicated by I15 to define a conduit I16 whichleads back to the exhaust line, or directly to the atmosphere, ifpreferred, similar to the arrangement of the conduit 41 disclosed inFigure 1.

In this device the diverted exhaust gases are fed through the conduitI64, and a portion of them are diverted at the point of bifurcation I11into the arcuate branch I65. The remaining gases pass through the nozzleI61 and into the 70 arcuate branch I 66, and then into the conduit I16.As the gases pass through the nozzle I61,

a venturi action is set up, thereby increasing the velocity of the gasesat this point, and these onrus g gases draw in air through the eooperating ports or apertures no and 112. This-air is mixed with the divertedexhaust gases, and a portion of the combined air andgasespassesdownwardly through the conduit I18, through thewater tank or receptacle28, in the manner hereinbefore disclosed. The diverted exhaust gases andair passing through the conduit branches I65 and IE6 are united at thepoint I15, an'd the velocity of the gas passing through the branch I85into the conduit I181tends to draw along the gases present in the branchI88,-and, conversely,

the velocity of the gases passing through the branch I68 into theconduit I15 tends to draw along the gases present in the branch I85. Thequantity of air admitted into the chamber I88 may be controlled byrotating the valve sleeve I1I so that the apertures I12 of the sleeveare positioned in desired relation to the apertures I10 of the mixingchamber I88, so that the efiectiye. inlet area produced by theseapertures is adjusted to admit the proper quantity of air. By thisarrangement a properly proportioned reclaimed fuel charge is conveyed tothe water tank 28, and, furthermore, hot gases are continuously suppliedinto and around one terminal of the Water tank thereby maintaining thewater in this portion of the tank at a high temperature.

In Figures and 21, there is depicted a device for mechanically supplyingmoisture to the diverted exhaust gases, and this device includes a tankor receptacle 28a for the reception of water or other suitable liquidand a semi-cylindrical housing I11 which extends upwardly from the tank26a for the reception of a fluid-elevating disc I18. The disc I18 issecured to a shaft I88 rotatably mounted in hearings I8I supported bythereceptacle 26a and housing I11. Any suitable means, not shown, may beprovided for rotating the disc, but it is preferablydriven from someoperating component of the engine so that the disc rotates while theengine is running. Perv forations I82 are formed in the disc I18adjacent its periphery, and as the disc rotates these perforations passthrough the. water in the tank 28a. where they are filled with water,and, as the peripheral portion of the disc moves upwardly, a suitablesupply of water is carried therewith past adjacent terminals I88 ofpipes or conduits I85 and I88. The conduit I85 leads from the exhaustmanifold of the engine and a suitable air-mixing chamber to thesemi-cylindrical housing I11, and its terminal I83 is positionedadjacent the peripheral portion of the disc I18.

The terminal I83 of the conduit I88 is also similarly positioned withrelation to the semi-cylin:

'drical housing I11 and disc I18 and the. conduit I86 extends from thishousing through a heater 7 to the intake manifold of the internalcombustion engine. duits for conveying diverted exhaust gases from theengine exhaust manifold back into the intake manifold have been amplyillustrated heretnbefore, the connections of the conduits I85 and I88with the engine exhaust manifold mixing chamber, heater and intakemanifold, respectively, are

not illustrated in this immediate disclosure. As the exhaust gases flowthrough the conduits I85 andI88 from the engines exhaust manifold backto the intake manifold, these gases pick up or absorb moisture which isconveyed upwardly by the perforations I82 of the disc I18, and thesemoistened or humidified exhaust gases are consequently conveyed to theintake manifold of the engine in the form of an explosive charge.

In Figure 22, avmodified device for hum d y-v Inasmuch as the connectionof the con ing the diverted exhaust gases is depicted, and this deviceincludes a tank or receptacle 26b, and a semi-cylindrical housing I81,carrying bearings I88 for rotatably supporting a shaft I98 to which asprocket I 9| is secured. A chain I82 is trained around thissprocket'and is suspended in the water within the tank 28b, and as thesprocket I9I rotates the chain I82 conveys water upwardly past theadjacent terminals I83 of the conduits I85 and I88 to cause the divertedexhaust gases ing I81 so that the humidified diverted exhaust gases areconveyed through a suitable heater to the intake manifold of the engine,as hereinbefore disclosed, in the form of combustible fuel charges. I

In Figure 23 a preferred means for heating the diverted exhaust gases isdepicted and it includes a chamber I93 defined by an outer wall orcasing I85 surrounding the conventional internal combustion engineexhaust manifold I88. The dito pick up moisture as it passes through thehousverted exhaust gases are admitted into the chamcharge at the hightemperatures produced by the hereinbefore disclosed heating arrangementsand a the ignition instrumentalities oi. the internal combustion engine.

Having thus described my invention, I claim:

1. In a charge forming device-for internal combustion engines, means fordiverting a portion of the engines exhaust gas, means for mixing airwith the diverted exhaust gas, meansfor' supplying moisture to thediverted exhaust gas, means for removing excess moisture from thediverted exhaust gas, means for heating thediverted exhaust gassubsequent to supplying the .moisture, and means for mixing the divertedexhaust gas with a fresh fuel charge in proper proportions to produce anexplosive charge, the explosive charge being directed into the engineintake manifold.

2. In a charge forming device for internal combustion engines, means fordiverting a portion of the engines exhaust gas, a mixing chamber, meansto supply air to the mixing chamber,

. a water receptacle, means for directing the diverted exhaust gas tothe mixing chamber to therein mix with the air, means for directing thesaid mixed gas and air to and through the water by the suction producedby the engine, means for removing excess moisture, means for heating thediverted gas and air subsequent to passing them through the water, andmeans for inducting the hfated diverted exhaust gas and air into the i rtakemanifold. v

3. In a charge forming device for internal combustion engines, a 'mixingchamber, an air inlet for the mixing chamber, a water receptacle, meansfor communicating the mixing chamber and water receptacle, means fordiverting a portion of the engines exhaust gas and communicating thediverted gas with the mixing chamber and water receptacle, means forcommunicating the water receptacle with the en nes" intake manifold 75 Iwhereby the suction produced by the engine's intake action draws airinto the mixing chamber to mix with the diverted exhaust gas and drawsthe diverted gas and air through the water, means interposed between thewater receptacle and the engine whereby the diverted exhaust gas travelsthrough a tortuous path to remove excess moisture from the exhaust gasafter it has passed ing the heated exhaust gas into the manifold.

4. In a charge forming device for internal combustion engines, means fordiverting a portion of the engines exhaust gas, a mixing chambercommunicated with the diverted exhaust gas,

an air inlet for the mixing chamber to admit air into the mixing chamberto therein mix with the gas, a receptacle containing a body of watercommunicated with the mixing chamber, a drying chamber having a tortuouspath communicated with the body of water, and heating means communicatedwith the drying chamber and engine intake manifold whereby the suctionproduced by the intake strokes of the engine draws the mixed gas and airfrom the mixing chamber through the body of water, drying chamber,heating means and into the intake manifold of the engine.

5. In a charge forming device for internal combustion engines, abifurcated conduit, means for diverting a'portion of the engine'sexhaust gas into the bifurcated conduit, a mixing chamber, one of thebranches of the bifurcated portion of the conduit extending intothe-mixing chamber, air inlets in the mixing chamber to admit air intothe mixing chamber to mix with the diverted exhaust gas, a waterreceptacle, excess moisture removing means, heating means, and means forintroducing the mixed gas and air from the mixing chamber into the bodyof water and directing

